Carbureter.



F .'F. KOLARIK.

CARBURETER.

APPLICATION FILED JUNE 19. 1916.

Patented Nov. .20, 191?.

2 SHEETS-SHEET 2.

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TED @TATE2 PATENT FRANK F. KOLABIK, 0F NUNN, COLORADO, ASSIGNOR OFONE-HALF TO BERT M. ALLEN, OF NUNN, COLORADO.

CARBURETEB.

Specification of Letters Patent.

Patented Nov. 2th, 1917..

To all whom it may concern:

Be it known that I, FRANK F. KOLARIK, a citizen of the United States,residing at Nunn, in the county of Weld and State of Colorado, haveinvented certain new and useful Improvements in Carbureters; and I dohereby declare the following to be a full, clear, and exact descriptionof the invention, such as will enable others skilled in the art to whichit appertains to make and use the same.

This invention relates to improvements in charge forming devices forinternal combustion engines, and has for its primary object the controlof both the speed of sup ply and the character of the chargeproportional to the speed of the engine.

With this and further objects in view, the invention comprises certainnovel constructions, combinations and arrangements of parts ashereinafter specified and claimed.

In the accompanying drawings,

Figure 1 is a view partly in vertical central section and partly inelevation of a carbureter embodying the features of the pres entinvention.

Fig. 2 is a detail vertical section taken on the plane indicated by line2-2 of Fig. 1.

Fig. 3 is an inverted plan view of the valve cap detached.

Fig. 4 is an enlarged section taken on the plane indicated by line 1-4of Fig. 1.

Fig. 5 is a cross section taken on the plane indicated by line 55 ofFig. and looking downward.

Fig. 6 is a detail sectional elevation of modified embodiment of thegovernor driving disk and cooperating parts.

Referring to the drawings by numerals, 1 indicates a housing divided byvarious partitions into a gasolene chamber 2, an air intake chamber 3,and gasolene-containing chambers 4:, 4 and 5. With one of the chambers 1communicates the supply pipe 6 leading from the supply tank of gasoleneor other fuel, while the other chamber 4 is provided with a removableplug or petcoch 7 for enabling draining the fuel contents when desired.The chambers 1 communicate freely through passages S, 8 with the chamber5 at the opposite ends thereof, and the intermediate portion of thechamber 5 communicates through a port 9 with the chamber 2. The port 9is provided with a valve seat at each end. A valve 10 is adapted to beseated on the valve seat at the outer end of port 9 and to be adjustedoff of said seat through manipulation of the valve stem 11 which carriesvalve 10, said stem being threaded through a portion of the casing 1 andprovided with a suitable packing gland 12 for preventing leakage. To theouter end of the stem 11 is fixed the usual thumb nut 13 for operatingpurposes, which is notched at 1%, 1a to receive the edge of a spring 15for locking the nut 13 in anygiven adjusted position. The spring 15 isbolted or otherwise appropriately fixed to the casing 1.

A valve 16 is adapted to cooperate with the seat at the inner end ofport 9, and is provided with a stem 17 slidingly mounted in a sleeve 18carried by a bracket 19 fixed to and upstanding from the floor ofchamher 1. A spring 20 surrounds the stem 17 and is interposed betweenthe sleeve 18 and valve 16 so as to exert pressure tending to maintainthe valve on its seat. The rear portion of the stem 17 is formed into arack 21 which meshes with a pinion 22 journaled in a bracket 23 alsofixed to and upstanding from the floor of the chamber 2. A sleeve 2-1extends upwardly in the casing 1 and forms part of the wall of thechamber 2, said sleeve being open at both ends and containing areciprocably mounted rod 25, the lower end portion of which is engagedby one end of a bell crank lever 26, which lever is appropriatelyjournaled and connected by rod 27 with the foot throttle lever or thehand throttle lever or both of an ordinary automobile, or otheroperating device, adapted to impart a longitudinal thrust to the rod 27for shifting the rod 25 up and down. A stud 28 is bolted, or otherwisefixed to the rod 25, and extends through a slot 29 formed longitudinallyin the sleeve 21. A rack 30 depends from the stud 2S and meshes with thegear 22 so that when the rod 25 is moved downward the gear 22 will berotated in a direction causing the rack 21 to be drawn back and thuscausing the valve 16 to be moved off its seat to a degree proportionateto the extent to which the rod 25 is moved downward.

Mounted upon and fixed to the casing 1 is a superimposed casing 31 whichmay be secured to casing 1 in any appropriate manner, as by boltsconnecting integral flanges on respective casings. l/Vithin the lowerend portion of the casing 31 is arranged a tubular throttle valve 32which is formed integral with, or appropriately fixed to, the upper endportion of the rod 25, the upper end of the tubular valve structure 32being formed conical, as indicated at 33, and the bottom being closedwith a web provided with an aperture 34 for the intaking of gas and asimilar aperture 35 for the intaking of air. It will be apparent, ofcourse, that there will be some intermixing of air and gas before thepassage of the elements through the apertures 34 and 35, but saidapertures are primarily intended to admit the respective elements named.

At one side of the tubular throttle valve 32, the casing 31 is providedwith an aperture 36 with which communicates the intake pipe 37 of aninternal combustion engine.

The air chamber 3 of casing 1 has its lower end practically open, beingclosed only by a spider 38 and being provided with an appropriate valveseat on which may rest the disk valve 39, which, when the parts are notoperating, remains on its seat, but which is free to lift from its seatwhen air is drawn in and to remain lifted so long as the air pressure issufficient. Valve 39 is fixed to a stem 40 which is slidingly mounted ina sleeve 41 depending from a portion of casing 1. \Vithin the sleeve 41is arranged a spring 42 which depresses the stem 40 and thus resists thelifting of the valve 29. Stem 40 extends downward through the spider 38and is pivotally connected to the lever 43 which is j ournaled at 44 ina fulcrum formed integral with, or appropriately connected to casing l.A bracket 45 outstands from said casing and an adjusting screw 46engages the free end portion of lever 43 and enables adjustment thereoffor controlling the extent to which the valve 29 may approach its seat.Any appropriate form of screen or other filter 47 may be provided forpreventing entrance of foreign substances with the nwmi s A bracket 48is formed integral with, or appropriately fixed to, the wall of thechamher 3, and extends inwardly therefrom, and at its inner end isformed with a sleeve 49 in which is j ournaled and through which extendsthe hollow shaft 50. The upper end of the shaft 50 carries a disk 51. Aflexible shaft 52 is driven from the crank shaft of the engine (notshown) and is mounted in the usual casing 53. The shaft terminates in arod 54 journaled in a bearing 55 formed integral with the casing 31, therod extending inward and finding bearing at its inner end in the wall ofsleeve 49. Keyed to and slidingly mounted on the sleeve is a shive 56,which preferably has its periphery covered with leather. A collar 57 isjournaled in a boss outstanding from the shive 56 so as to enableshifting of the shive by axial shifting of the collar without rotationof the collar. To effect shifting of shive 56 radially of disk 51, alever 58 is journaled in a portion of the casing 31 and is provided witha slotted end portion engaging a pin 59 carried by the sleeve 57. Theopposite arm of the lever 58 contacts with the short arm 60 of an elbowlever having a pivoted connection with casing 31, the other arm 61 ofsaid elbow lever being bent downward in position to overhang the disk 51and being bifurcated and carrying a roller 62 riding on the upper faceof the disk 51. It will be obvious that upward movement of disk 51 willcause a swinging of arm 61, which swings the arm 60 in a direction formoving the lever 58 and proportionally shifting the shive 56 outward.Thus the larger diameters of disk 51 over which shive 56 must travelwhen shifted radially cause transmission of less movement and aresulting reduction of speed of disk 51, and the speed of the governorhereinafter mentioned is reduced.

Pivotally connected to the upper face of disk 51 are toggles 63 of anordinary governor whose weights 64 are connected at the toggle joints inthe usual fashion, the upper ends of the toggles being pivotallyconnected to a sleeve 65 journaled on the upper pertion of a verticalshaft 66, the said shaft being fixed to a bracket 67 formed integral orsuitably connected to the wall of the casing 31 and extending inwardlytherefrom. The sleeve 65 is, of course, journaled in a manner to preventmovement of the sleeve longitudinally of shaft 66, and by preferenceball or other antifriction bearings 69 support sleeve 65. Bearings 69are carried in a race-way formed in a collar 69 fixed by pin 69 to shaft66. A collar 69 surrounds shaft 66, below collar 69, and rests upon theupper end of a spring 70 which surrounds the shaft 66 and extends downto and rests on the upper face of the disk 51. The spring 70 thusresists the action of the governor in lifting the disk 51, and thetension of the spring may be varied by adjustment of the screws 68 whichare threaded through collar 69 and have swiveled engagements with collar69. The shaft 66 extends down through thebore of the hollow shaft 50 andaxially through the valve 32, and has its lower end extending into anaxial bore in the upper end portion of the shaft The shaft 50 extendsbelow the sleeve 49 and at its lower end fixedly carries a valve cap 71,the cap being preferably 'detachablv connected by being held between anannular shoulder on the shaft 50 and a nut thread- I ed onto the reducedportion beyond the shoulder. The cap 71 is provided with stirring bladesor wings 72 outstanding radially and extending longitudinally ofthe capin position for agitating the fuel products rising out of thev-alve 32.The upper portion of the cap 71 is formed into an annular container 73positioned and adapted for receiving foreign substances, such aslubricant, falling from the machinery above. The interior of the cap 71is tapered or conically bored to correspond with the taper 83 of valve32 so that when the disk 51 is in its lowest position, and the valve 32is in its highest position, the throttle will be closed, and fuel willnot be able to escape in appreciable quantities through the intake 37.

The operation of the structure should be obvious, and may be brieflystated to consist in the shifting of the shaft by the operator to alower position as he requires greater speed or power and to a higherposition for a converse purpose. As the valve 32 descends the valve 16leaves its seat and admits fuel in a quantity proportional to thedescent of the valve 32. With the increase in the supply of fuel and aresultant increase in the speed of the engine, the governor slightlylifts the disk 51 and proportionally lifts the cap 71, which increasesthe area of discharge between the cap 71 and valve 32. Obviously disk 51can not be sufiiciently elevated to leave contact with shive 56 for anyappreciable period of time,

as the movement of the governor begins to slow down as a result of suchlifting and thus reestablishes operating contact with shive 56. As theoperator wishes to decrease his power, he moves the shaft 25 upward andthe resultant decrease in fuel and lowering of the speed of the engineeffects a proportional lowering of the governor and a resultant descentof the disk 51 and of the cap 71.

It will be noted that the driving disk 51 and levers actuated therebyfor shifting the pulley 86 are especially adapted for insuringsmoothness and flexibility in the action of the governor. The structureis susceptible of a wide range of modification, one variation beingillustrated in Fig. 6 in which the sleeve corresponds in, structure andfunction to the sleeve 50 above de scribed, but it is varied therefromin detail in being provided with an annular flange 50 at its upperendand with a key slot 50 xtending longitudinally of the sleeve in theouter surface thereof. The governor actuating disk 51 is not formedintegral with the sleeve 50 but is formed with a circular recess adaptedto accommodate the flange 50 and with a depending collar 51 offsetbeneath the flange 50 and provided with a key 51 sliding in the groove50 The shive 56 ngages the underface of the disk 51 and is shiftableradially thereof and adapted to be shifted by cooperating levers,similar to those above described, the final one 61 of which carries ananti-friction roller resting on the upper surface of the disk 51*. Bythis arrangement the under face of the disk 51 may be formed perfectlyflat since the disk 51 is permitted to remain resting down upon theshive 56 when the sleeve 50 is moved upward. The balance of the detailsof the structure seen in Fig. 6 are the same as those above described.

What I claim is:

1. In a charge forming device for internal combustion engines, thecombination of a tubular throttle valve, a cap therefor, means forshifting the throttle valve rela tive to the cap, and means forautomatically shifting the cap proportionally to the shift-- ing of thevalve.

2. In a charge forming device for internal combustion engines, thecombination of a tubular throttle valve, a cap therefor, a governor foractuating the cap connected to move the cap away from the valve withincrease in the speed of the governor, and means for shifting the valverelative to the cap.

3. In a charge forming device for internal combustion engines, thecombination of a tubular throttle valve, a cap therefor, means forrotating the cap, and agitator blades extending from the cap.

4. In a charge forming device for internal combustion engines, thecombination of a tubular throttle valve, a cap therefor, means above thecap for moving the same relative to the valve, and a receptacle carriedby the cap in osition for receiving foreign substances falling from thecap moving means.

5. In a charge forming device for internal combustion engines, thecombination of a tubular throttle valve having a tapering end portion, acap conically bored to receive said tapered end, and means for movingthe valve relative to the cap.

6. In a charge forming device for internal combustion engines, thecombination of a tubular throttle valve, a cap therefor, a governor foractuating the cap, a disk for operating the governor, a shive foractuating the disk, a shaft connected to operate in timed relation tothe engine being supplied, the said shive being keyed on said shaft inengagement with said disk, the disk having that face engaged by theshive concaved and the shive being proportionally tapered, and means forshifting the shive radially of the disk proportional to variations inspeed and resultant actuation of the governor.

7. In a charge forming device for internal combustion engines, thecombination with charge controlling means, of a shiftably mounted sleevefor actuating said means, a disk engaging the sleeve, engine drivenmeans for rotating the disk and thereby rotating the sleeve, and agovernor for shifting the sleeve and proportionally varying the chargecontrolling means.

8. In a charge forming device for inter nal combustion englnes, thecombination with charge controlling means, of a sh1ftably mounted sleevefor actuating said' 1,247,& 48

gituclinally thereof, and means actuated by the disk for varying'thespeed of delivery of motion from the engine driven means.

In testimony whereof I affix my signature in presence of tWo Witnesses.

FRANK F. KOLARIK.

l/Vitnesses BERT M. ALLEN, .MARIE E. ENTWISTLE.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents,

Washington, D. G.

